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No. 748,621. PATENTED JAN. 5, 1904; G. J. KINTNER.

SAFETY SYSTEM OF ELECTRIC RAILWAYS.

APPLIOATION FILED NOV. 15, 1902.

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SAFETY SYSTEM OF ELECTRIC RAILWAYS.

APPLICATION FILED NOV. 15, 1902.

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APPLIUATION FILED NOV. 15, 1902.

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No. 748,621. PATENTBD JAN, 5, 1904.

G. J. KINTNER.- SAFETY- SYSTEM OF ELECT-RIG RAILWAYS.

APPLICATION FILED NOV. 15, 1002,

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Patented January 5, 1904.

PATENT OFFICE.

CHARLES J. KINTNER, OF NEW YORK, N. Y.

SAFETY SYSTEM OF ELECTRIC RAILWAYS.

SPECIFICATION forming art of Letters Patent No. 748,621, dated January5, 1904. Application filed November 15, 1902. Serial No. 131,506. (Nomodel.)

To ctZZ whom it may concern:

Be it known that I, CHARLES J. KINTNER, of New York, boroughof'Manhattan, county and State of New York, have made a new and usefulInvention in Safety Systems of Electric- Railways, of which thefollowing is a specification.

My invention is directed particularly to improvemen ts in safety systemsof electric railways of the sectional-conductor or third-rail type; andit has for its objects, first, to pro,- vide a novel arrangement ofcircuits and circuit connections whereby the sectional conductors areautomatically connected to and disconnected from a current feeder ormain without damaging arcing at the terminals and the current-supplymaintained substanin a double or duplex watertight box, the

outer or surrounding portion of which is removable, exposing a manualswitch-controlling device adapted to be usedby the motor man undercertain conditions for closing'the switch, the inner box being providedwith a transparent lid or cover enabling one to ex amine the conditionof the terminals without having actual access thereto.

In prior patents heretoforejgranted to me' I have described and claimeda novel method of and means for preventing abnormal arcing at theswitching-terminals where the sectional conductors are connected to anddis connected from a current feeder or main by lowering the currentpoteu'tial as a car passes current-potential is neverinterruptedorsubstantially varied other than at the generators themselves, and Icause the sectional conductors to be disconnected from the currentfeeder or main at all times without damaging arcing while the current isflowing to the mo- ,tors on board the cars, thus making it possible fora car or train to stop directlyover a switch or at any point on theroute and enabling it to start up again on connecting the .motors to thecontact-shoes or current-collectors resting upon the sectionalconductors or third rails over which the car or train may be standing.

My invention will be fully understood by referring to the accompanyingdrawings, in

which- Figures 1 and 2 illustrate diagrammatically one form of theapparatus, the sheets of the drawings being placed end to end with Fig.1 upon the left, the outline of a car, its motor, and circuitconnections being shown in plan view in Fig. 2, three switch-boxes forthree sections on the route being shown in sectional view, with theswitching apparatus contained therein in plan. Fig. 3 is 2. diagrammaticview of amodified form of the in- .vention in which all of the sectionalcond uctors or third rails and the circuit-controlling contacts orconductors are normally without current-potential. Fig. 4 is adiagrammatic view similar to Fig. 3, in which all of the sectionalconductors or third rails and theswitch controlling third rails orconductors are located in alinement with each other. Fig. 5 is asectional view of the switch-box, taken through Fig. 6 on the line X Xand as seen looking thereat from the bottom toward the top of thedrawings in the direction of the arrows, the switch-controllingelectromagnets, the yielding switching-terminals, and the manualswitch-operating device being shown in plan view, as is also a padlockfor securing the outeror protecting box to the base of the inner box.Fig. 6 is a transverse sectional view taken through Fig. 5 on the' lineW W and as seen looking thereat from the bottom toward the top of thedrawings in the direction of the arrows, one of the yielding terminalsbeing shown in sectional view.

Referring now to the drawings in detail, in all of which like charactersrepresent like or equivalent parts, and first to Figs. 1 and 2, thedrawings being placed end to end, as above indicated, with Fig. 1 uponthe left, f represents acurrent feeder or main,andff f branch feedersfor conveying the working current to the motors on the cars, all of theworking-current feeders and branch feeders thereof wherever illustratedin this application being shown in heavy black lines and thereleasing-circuits in light black lines, the tram-rails and Workingsectional conductors or third rails and switch-controlling conductors orthird rails wherever illustrated being shown all in double lines. r rrepresent the tram-rails, and 'r' r r 1' four adjacent sectional workingconductors or third rails of a system, all normally withoutcurrent-potential and of any preferred length. r r r representsupplemental conductors or third rails parallelwith the sectionalconductors or third rails 'r r r and with their opposite ends slightlyoverlapping the adjoining ends of the same. The supplemental conductorsor rails r r r in this instance are connected permanently in circuitwith the current-feeder] by the branch feeders f f". r r r areadditional conductors or third rails located in alinement with the thirdrails r r r'r' and connected each by aconduetor 3 throughaswitchoperating magnet m and to one of the tramrails orreturn-conductors 'r r. m m m are releasing-electromagnets, eachincluded in a releasing-circuit 1' with the yielding terminal 15 in theswitch-box b next in advance on one side and by a conductor 2 with oneof the tram-rails r. t t t are additional yielding terminals havingtheir fixed ends connected permanently in circuit by branch feeders f ffwith the current-feederf.

Referring now to Figs. 5 and 6 for a detailed description of one of theswitch-boxes, 1) represents the interior of the box,cast, preferably, ina single piece with an open top and with an opening q extending throughthe bottom for receiving the switch-controlling conductors in a grouptherethrough. 1) represents the exterior portion of the box,which ishinged at h directly to the base of the interior box 17 and is providedwith a padlock at the other side thereof for securing itfrom beingtampered with by unauthorized persons. m represents thelocking-magnet,and m the releasing-magnet, secured to insulated baseswithin the box 1). t 6 represent the yielding terminals, the terminal 15having an inclined face, as shown, and s'litted longitudinally, so as toconstitute a series of yielding fingers. The terminals i are providedwith locking-ledges having inclinations such that when theends of theterminals are forced together the same will not be locked Without theaid of other means in the nature of adjustable parts composed of a yokejwith the spring q and adjusting-screw s c. g g are yieldingconducting-springs adapted to bear against the inclined end faces of theterminals t. 7' is a yoke which surrounds the fingers of the terminal tand is yieldingly secured by a spring 1' to the conducting-base h of theterminal. is is an additional yoke surrounding the yielding part of theyoke j and carried by a spring is, andj is an armature carried by thesame spring and located in the magnetic field of the electromagnet m,the several parts of the terminals just described being notsubstantially different from the like parts described in a priorapplication filed in the United States Patent Office by me on the 10thday of March, 1902, and bearing Serial No. 97,490. 0 is a push-rodhaving longitudinal sliding movement in a long bearing in the side ofthe box I) and provided with a pin 0",whieh holds itin position againstthe outward stress of a strong spiral spring 0 O is an insulatingoperating push-handle, and 0' an insulating-point within the box restingon the yokej the function of this push-rod being for the purpose ofenabling a motorman or other authorized person to lock the terminals titogether manually in the event of a car having passed a switch where thereleasing-magnet m is at that time holding the locking-terminal t out ofthe path of the free end of the terminal t. g is a heavytransparentglass cover, which is secured directly to the top of the box17' by screws and sealed or additionally locked, if need be, so thatonly authorized persons may have access to the terminals. With thisunderstanding of the operative parts of the switching mechanismreference is again had to Figs. 1 and 2 for describing the mode ofoperation of this form of the invention, a car being shown in positionupon the section embracing Fig. 2 with its wheels OC resting upon thetram-rails 1' r and carrying a motor M and a contact-shoe orcurrent-collector e in circuit therewith. Under this condition ofafiairs the sectional conductor or third rail r under the contactshoe orcurrent-collector e is alive,and current is flowing from the feederfthrough the branch feeder f, locked terminals t t, branch feeder f so thatthe motor and car are advanced from left to right. A branch circuit isclosed through the releasingcircuit 1 to the rear, Fig. 1, through themagnet m at the distant end of the nextsection in the rear, through theconductor 2 to the tram-rail r, thereby causing the armature carried bythe yielding terminal 25 to hold the latter in its forward orinoperative position, so that if a car should enter this section thesectional conductor would not be operatively connected to its currentfeeder or main. As the car proceeds, therefore, the contact-shoe orcurrent-collector 6 passes from the third rail 4" to the supplementalthird rail r and without inter? rupting thecurrent flow to the motor Mand leaves the third rail 1" practically Without current-potential.Consequently this sectional third rail '1' may now be disconnected fromthe current-feeder at the terminals it without damaging arcing at thatpoint. This is efiected as the contact-shoe or current-collectoradvances and passes upon the additional third rail r closing the circuitfrom the supplemental third rail o through the branch conconductor 3,switch-operating. magnet m to the tram-rail or return-conductor therebylocking the terminals 6 and together and closing the working circuitfrom the feeder-f through the branch feeder f, terminals t t, branchfeeder f to the next sectional third rail in advance, at the same timeclosing the releasing-circuit 1 to the magnet m at the distant end ofthe section last passed over, thereby rupturing the circuit at thispoint without damaging arcing. It will be noted that as the contact-shoeor current-collector bridges the space between the third rails r,

W, and r as it passes thereover there will..

' never be any interruption of the current flow to the motor nor anyflashing or arcing as the current-collector leaves the rails orsections.

until the car or train upon the section in advance has passed entirelyout of the same. This is effected by unlocking and opening theswitch-box b of the switch just passed and forcing the push-rod 0 inwarduntil the two terminals ti are locked together. It will of course beappreciated that this cannot be eifected if there is a car or train uponthe section immediately in front, as under that condition of aifairs thearmature a,and hence the terminal 15, will be held in its forwardposition, so that the switch cannot be manually closed until the magnetm is demagnetized.

The motorman or other authorized person is made aware of the conditionof the switch by visual examination of the same through the transparentglass cover 9.

In Figs. 3 andat I have illustrated modified forms of my invention inwhich allof the sectional third rails and all of the supplementalsectional third rails are normally without current-potential andswitching devices are provided for connecting up the sectional thirdrails to the current feeder or main in such manner as to maintain thecurrent flow continuous to the motors on the cars and interrupt thecircuit at the terminals of the switching devices without damagingarcing or flashing. In both of these figures of the drawings there aretwo electrically-con trolled switches between each adjacent pair ofsectional conductors or third rails r 7". m m are the locking-magnets,as before, and m a single common pair of releasing-magnets adapted whenenergized to simultaneously release both sets of terminals t t andmakeboth switches inoperative to a following car.

Referring first to Fig. 3, the supplemental third rails r r are inalinement with the working sectional third rails r 1" and are connectedby branch feeders f with the looking terminals 25, while the terminalstof these switches are connected directly by branch feeders f with themain feederf. The first set of supplemental third rails r r on the leftat each switch are parallel with the outgoing ends of the sectionalthird rails r" "r" and are connected through the locking-magnets m bybranch conductors directly to the tram-rail r, as before. Thesupplemental third rails r are of greater length than the longest trainit is desired to run, so that both of the contact-shoes orcurrent-collectors e, at the opposite ends thereof, shall rest whollyupon said rails before thefront one enters upon the supplemental rail ron the right at each switch, passing from left to right in the directionof the arrow, and the width of said contact-shoes or current-collectorsis sulficient to bridge the space between the third rails r r and thesupplemental rails r r as the train advances.

The operation is as follows: Suppose the train to be traveling from leftto right in the direction of the arrow. When it was upon the middlesectional third rail 7, both of the contact-shoes or current-collectors6 were conveying current to the motors on the cars, the circuit being atthat time by way of branch feeder f through the terminals 23 i of theright-hand double switch at the extreme left of the drawings, branchfeeder f to the sectional third rail T. It will be noted also at thispoint that the supplemental rail 4* is still connected with thecurrent-feeder f-in other words, that the terminals of the switches atthe left-hand side of Fig. 3 are in working connection with thesectional third rail 7' and the supplemental rail 1* electricallyconnected to the current-feeder f. When the train reached the left-handend of the supplemental rail 0* at the outgoing end of the third rail7', the front contact-shoe or current-collector 2 closed the circuitthrough the left-hand locking-magnet m! to the tram-rail 1", therebylooking the two terminals 25 t of that switch together and connectingthe supplemental rail r directly with the current-feederf by the branchfeeder f, terminals t t, and branch feeder f As the train advances bothof the contact-shoes ultimately rest upon the supplemental third rail7*, as shown in the drawings. Finally, the front contact-shoe e passesupon the additional supplemental third rail 0*, thereby closing thecircuit through the right-hand switching-magnet m to the tramrail orreturn-conductor r, causing the terminals t t of the right-hand switchto be locked together, so that the" next sectional third rail 7 inadvance is now made. alive by current flowing from the feeder f throughbranch feeder f terminals 15' t, and branch feeder f At the same timethe circuit will be closed to the rear by way of the releasingcircuit 1,through the releasing-magnets m at the distant end of the section lastpassed over, and to earth or return -conductor 1", thereby causing saidmagnets to withdraw the two locking-armatures at that point and torelease both sets of terminals ti it, at the same time holding them intheir withdrawn position, so that in the event of any car followingneither of the switches will be made operative, for the reason that bothof the locking-terminals are held out of operative position in a manneralready described.

In Fig. 4 I have shown the preferred modified form of the invention, inwhich all of the supplemental rails r r are located in alinement withthe sectional conductors or third rails r r. The only materialdifierence between this form of the invention and that disclosed in Fig.3 lies in this arrangement of all of the sectional third rails andsupplemental third rails in the same line, so that the invention isadapted for use upon existing lines of third-rail systems of electricrailways without any change whatever in the system other than to dividethe existing third rails into sections of the proper length and connectup the switching apparatus in the manner shown, the sectional thirdrails r being, as above indicated, always of greater length than that ofany train it is desired to run over the route and the length of thesupplemental third rails r sufficient to insure the operation of thelocking-magnets m m for the greatest speed at which it may be desired torun any car or train. In this form of the invention the train is passingfrom left to right in the direction of the arrow, as before, and thefront contact-shoe 6 has passed upon the next sectional third rail 4 inadvance, current being supplied thereto for the time being by way of thebranch feeders f f and the terminals t t of the right-l1and switch. Aportion of the working current is also furnished to the motors by way ofthe terminals it of theleft-hand switch through the branch feeders ffand supplemental third rail 1*. With this form of the invention when thefront contact-shoe or current-collector passes off the outgoing end ofany sectional third rail-r current is conveyed by the rear contact-shoeor current-collector 6 through the bus-wire, which connects the twocontactshoes together to the front shoe and through the supplementalrail r to the switchingmagnet m, and in the same way the current isconveyed through the next sectional supplemental rail r to theright-hand switchingmagnet m as the front current collector passesthereupon, the rear collector then taking current from the supplementalrail 1- which has just been connected up in circuit with the feeder.

I do not limit my invention to any of the especial forms of apparatusillustrated in the accompanying drawings and hereinbefore dein the scopeof my claims hereinafter made.

In otherwords, the generic essence of the present invention lies inbeing able to utilize a system of electric railways of thesectionalconductor or third-rail type in such manner that the sectionalconductors or third rails may be connected to or disconnected from acurrent feeder or main connected with one or more power-house generatorswithout damaging arcing and the current-supply maintained to the motorson board the car or train at all times with the same constant efiect orresult that might be attained were the contact-shoes orcurrent-collectors caused to bear directly upon the feeder itself or aconductor or third rail extending entirely over the route and connecteddirectly and permanently with the feeder, and my claimsin thisparticular are generic as to the means of effecting this result.

I have illustrated as the preferred form of apparatus hereinafterclaimed a sectional third-rail system in which the sectional third railsare temporarily locked into electrical connection with the currentfeeder or main as a carer train passes over the route.

Having thus described my invention, what I claim, and desire to secureby Letters Patent of the United States, is

l. A system of electric railways of the sectional-conductor orthird-rail type embracing a current feeder or main; a series ofsectional conductors or third rails normally disconnected therefrom, anda series of switching devices for connecting said sectional con-.

by; supplemental sectional conductors orthird rails of greater lengththan the longest train it is desired to run and electrically connectedto the current feeder or main together with circuits and circuitconnections whereby the current potential is always maintainedsubstantially constant to the motor or m0- tors on the car and eachsectional conductor is automatically disconnected from the currentfeeder or main only after electrical connection has been severed betweenit and the current-collecting means carried by the car, substantially asdescribed.

2. A system of electric railways of the sectional-conductor orthird-rail type embracing a current feeder or main; aseries ofsectionalconductors or third rails normally disconnected therefrom, and a seriesof switching devices for connecting said sectional conductors to anddisconnecting them from the current feeder or main; in combination withacar provided with current-collecting means for conveying the currentfrom the sectional conductors to a motor or motors carried thereby;supplemental sectional conductors or third rails of greater length thanthe long,- est train it is desired to run and electrically connected tothe current feeder or main; together with circuits and circuitconnections between the feeder and the sectional conductors whereby twoadjacent sectional con- I ductors are always maintained alive whilea caris passing over them and the current potential is always maintainedbetween the generator and the motors on the car, the circuit beinginterrupted between the last sectional conductor passed over by the caronly after the current-collecting means has severed its connectiontherewith, substantially as described.

3. A system of electric railways of the sec tional-conductor orthird-rail type embracing a current feeder or main; a series ofsectional third rails or conductors; switches for connecting saidsectional conductors to and disconnecting them from the feeder or main;supplemental sectional conductors or third rails of greater length thanthelongest train it is desired to run and electrically connected to thecurrent feeder or main; acar provided with current-collecting means forconveying the current from the sectional conductors to the motor ormotors on board the car; circuits and circuit connections between theadjacent sectional third rails or conductors so arranged as to alwaysmaintain at least two of such sectional conductors in electricalconnection with the feeder at one time, the arrangement being such thatthe circuit is broken to the last sectional conductor passed over by thecar only after the current-collecting means has severed its connectiontherewith, the current potential being maintained without interruptionto the motor or motors on board the cars, substantially as described.

4. A system of electric railways of the sectional-conductor orthird-rail type embracing a current feeder or main; a series ofsectional conductors or third rails and a series of switching devicesfor connecting said sectional conductors to and disconnecting them fromthe current feeder or main; in combination with additional sectionalconductors or third rails located between the adjacent ends of thefirst-named sectional conductors or third rails; together with branchfeeders for connecting said additional conductors to the current feederor main, and circuits and circuit connections whereby the continuity ofthe current-flow to themotor or motors on board of a car is neverinterrupted or substantially varied and the first-named sectionalconductors are disconnected from the current feeder or main withoutdamaging arcing.

5. A system of electric railways of the sectional-conductor orthird-rail type embracing acurrent feeder or main; aseries of sectionalconductors or third rails and a series of switching devices forconnecting said sectional conductors to and disconnecting them from thecurrent feeder or mainjin combination with additional sectionalconductors or third rails located between the adjacent ends of thefirst-named sectional conductors or third rails; together withadditional switching mechanism for connecting said additional sectionalconductors or third rails to and disconnecting them from the currentfeeder or main and circuits and circuit connections between thecurrent-feeder and both sets of the before mentioned switchingmechanisms, whereby the continuity of the current-flow to the motor ormotors on board of a car is never interrupted or su bstantially variedand all of the sectional conductors are disconnected from the currentfeeder or main without damaging arcing.

6. A system of electric railways of the sectional-conductor orthird-rail type embracing a current feeder or main; a series ofsectional conductors or third rails and a series of switching devicesfor connecting said sectional conductors to and disconnecting them fromthe current feeder or main; in combination with circuits and circuitconnections located at the adjacent ends of the sectional conductors orthird rails and adapted to supply current to the motor or motors onboard of a car during the time that the same is passing from theoutgoing end of one section to the ingoing end of the next section inad- Vance; together with releasing-circuits and electromagneticallycontrolled releasing magnets for releasing the conducting-terminals ofthe switching devices, the arrangement being such that the current-flowis never interrupted or substantially varied to the motor or motors inpassing from section to section and damaging arcing is avoided at theconducting terminals of the switching devices.

7. A system of electric railways of the sectional-conductor orthird-rail type embracing a current feeder or main; a series ofsectional conductors or third rails and a series of switching devicesfor connecting said sectional conductors to and disconnecting them fromthe current feeder or main; in combination with supplemental sectionalconductors or third rails located between the ends of the first-namedsectional conductors or third rails and of greater length than thelongest train it is desired to run; together with additionalsupplemental conductors or third rails operatively connected to theoperating-magnets of the switching devices, and circuits and circuitconnections whereby the continuity of the current-flow is neverinterrupted or substantially varied to the motor or motors on board thecars and the sectional conductors are disconnected from the currentfeeder or main only after the flow of the working current to the motorsis discontinued.

8. A system of electric railways of the sectional-conductor orthird-rail type embracing a current feeder or main; a series ofsectional conductors or third rails and a series of switching devicesfor connecting said sectional conductors to and disconnecting them fromthe current feeder or main; in combination with supplemental sectionalconductors or third rails located between the ends of the firstnamedsectional conductors or third rails and of greater length than thelongest train it is desired to run; together with additional switchingdevices for connecting said additional sectional conductors or third'rails to and disconnecting them from the current feeder or main; andadditional supplemental conductors or third rails and circuitconnections between the switches and the several parts of the systemwhereby the continuity of the current-flow to the motor or motors onboard of a car is never interrupted or substantially varied and damagingarcing or flashing of the working current is avoided at all parts of thesystem.

9. A system of electric railways of the sectional-conductor orthird-rail type embracing a current feeder or main; a series ofsectional conductors or third rails and a series of switching devicesfor connecting said sectional conductors to and disconnecting them fromthe current feeder or main; in combination with supplemental sectionalconductors or third rails and of greater length than the longest trainit is desired to run; together with additional supplemental conductorsor rails, circuits and circuit connections between the switching devicesand the several parts of the system, and two or more contact-shoes or onrrent-collectors carried at various parts of a train and electricallyconnected together and to the motors on board of the train, thearrangement being such that as the train leaves a sectional conductor orthird rail current flows therefrom through the rear contactshoes to thefront contact-shoe and causes the supplemental third rail in advance tobe connected to the current feeder or main and in like manner causes thenext sectional conductor or third rail in advance of this supplementalconductor to be connected to the current feeder or main after thelastshoe has passed off of the sectional conductor or third rail lastpassed, and to automatically release or disconnect said sectionalconductor or third rail from the current feeder or main without damagingarcing or flashing at any part of the system.

10. In an electric-railway system of the sectional-conductor orthird-rail type a switch embracing yielding interlocking terminals eachsurrounded by a yoke operatively connected to a yieldingly-sustainedarmature; in combination with a locking and a releasing electromagnet.

11. In an electric-railway system of the sectional-conductor orthird-rail t pe a switch embracing yielding interlocking terminals eachsurrounded by a yoke operatively connected to a yieldingly-sustainedarmature; in combination with a locking and a releasing electromagnet;together with means formanually interlocking the terminals of theswitch.

12. In a system of electric railways of the sectional-conductor orthird-rail type, a double or duplex switch-box, the inner box inclosingswitching terminals and switch operating electromagnets and providedwith a transparent lid or cover; in combination with a manual switchingdevice exterior to the inner box; together with means for locking theouter box over the inner:

13. In a system of electric railways of the sectional-cond uctor orthird-rail type a double or duplex switch-box the inner box being castof one integral piece provided with an extended base, and inclosingswitching-terminals and electromagnetic means for operating the same;together with means for manually operating the switch having an exposedoperating-handle ,exterior to the inner box, the outer box being hingedto the extended base on one side and provided with means for locking itover the inner box, the arrangement being such that all of the parts aresecurely protected from moisture.

14. In a system of electric railways of the sectional-cond actor orthird-rail ty pe,a double or duplex switch box embracing an inner boxhaving a transparent lid or cover and electromagnetically-controlledswitchingterminals securely sealed within said inner box; together withmanual switch-operating devices exterior to the inner box and an outerbox which wholly surrounds and protects all of the parts from moistureor from being tampered with by unauthorized persons.

15. In a system of electric railways of the sectional-conductor orthird-rail type a switchbox embracing an inner box for the switchingmechanism provided with a transparent lid or cover and a manualswitch-operating device having 'an operating-handle exterior to the box;in combination with an outer box surrounding the inner box and providedwith means for securing it in such manner that the entire innerstructure is protected from moisture and being tampered with byunauthorized persons.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

CHARLES J. KINTNER.

Witnesses:

M. TURNER, M. F. KEATING.

